Dual ignition system for internal-combustion motors.



E. A. BRIGGS.

DUAL IGNITTON SYSTEM FOR INTERNAL COMBUSTION MOTORS.

APPLICATION FILED APR. 14. 1915.

Patented Dec. 28, 1915.

2'SHEETSSHEET I- ruu MmA PLANOURAPH COUWASHINGTON, D c.

E. A. BRIGGS.

DUAL lGNlTlON SYSTEM FOR INTERNAL COMBUSTION MOTORS.

APPLICATION FILED APR. 14, I915.

Patented Dec. 28, 1915.

2 SHEETS-SHEET 2 lll lllllullllll [7711672 for Edward ABnyys wgw COLUMBIA PLANOORAPH co., WASHINGTON. D. c.

UNITED srarnsrarnivtr; orrrcn .7

EDWARD A. BRIGGS, OF I-IOPEWELL, NEW JERSEY, ASSIGNOR. 0F ONE-HALF TO FRANCIS PETTIT, OF HOPEWELL, NEW JERSEY.

DUAL IGNITION SYSTEM FOR INTERNAL-COMBUSTION MOTORS.

Application filed April 14, 1915.

To all whom it may concern:

Be it known that I, EDWARD A. BRIGGS, a citizen of the United States, residing at Hopewell, in the county of Mercer and State of New Jersey, have invented certain new and useful Improvements in Dual Ignition Systems for Internal-Combustion Motors, of which the following is a specification, ref erence being had therein to the accompany-- ing drawing.

This invention has relation to dual ignition systems for internal combustion motors, and particularly for motors on automobiles of the Ford type, and has for its object the provision of novel means for the application and utilization, for ignition purposes, of high tension magnetos in running the car in connection with the usual low tension magneto and battery, with which Ford cars are now equipped, to be used for starting and lighting purposes.

It is well known and understood that While a high tension current system is the best on which to run a car, it is very unsatisfactory when starting, and it is also well known that the low tension current system, such as now used on Ford cars, is imperfect during the running of the car for the reason that it does not e perfect 'synchronism of firing at the cylinders.

My present invention aims at combining in one motor equipment the advantageous features of both high and low tension sys tems, with means for properly switching them in. and out of alternate use, so that the low tension system may be used when starting and the high tension system used in running, and so that during the running of the car on the high tension current, the low tension current may be used for lighting purposes.

A further object of the invention is to enable the car to be run, in emergencies, on either the low tension magneto alone, the batteries alone, the high tension magneto alone, or on any combination of the three systems, and for the purpose of enabling the several systems to be so used with etlicaoy and convenience, I provide means for ad vancing or regulating in synchronism, the time of ignition by both the high and low tension systems.

My invention consists in the novel construction, combination. and arrangement of Specification of Letters Patent. Patented Dec. 28, 1915.

Serial No. 21,241.

parts hereinafter described and claimed, reference being had to the accompanying! drawings, in which: Figure 1 is a diagram showing the rela tion of the several ignition systems to the engine, and the course of the currents. Fig. 2 is a front elevation of part of a F 0rd car equipped with the supporting means, for a high tension magneto and gearing tram for operating the same. Fig. 3 is a side View of the parts illustrated in Fig. 2. Fig. 4 is a vertical sectional view of one of the double terminal spark plugs which I employ.

Assuming that the devices embodying my invention are shown as applied to a Ford car, 1, in the drawing designates a casting, which is substituted in the place of the present casting or front plate of the Ford engine, and which is bolted to the bed plate.

The plate or casting 1, which is the support or bearing for the commutator or timer 10, extends laterally some distance beyond the position occupied by the ordinary front plate, and is formed with a rearward hori zontal extension 2, at one end, and at the lower ed e, for the accommodation of a platform 3, to support a high tension magneto i. This platform is vertically adjustable to adapt it for the reception of magnetos of different heights and types and for this purpose is provided with depending standards or legs 5, which slide in socketed blocks 6, formed on the underside of the extension 2. An adjusting screw 7, provided with a flat head 8, on its upper end and an operating 12, which engages with an idler 13, of H smaller size, which in turn is in mesh with a pinion 14:, the shaft 15 of which communicates motion to the armature of the high tension magneto 1, the speed of the latter being, therefore, increased above that of the timer shaft. high tension magneto, and the commutator 10, of the low tension magneto. are both coupled by separate connecting rods 17 and 18, to the timing rod 19, of the steering shaft The timer or commutator 16, of the l wheels 13 and Nuts and are fitted to the outer ends of the shafts 1O, 15, and project into bosses 10 11", formed on the pr tecting cover plate 22. As the shaft 15, of the pinion Ti l, is extended rearwardly and coupled to the armature shaft 12 of the high tension magneto in alinement therewith, through coupling plates, the plat 1 is formed with a rearwardly projecting bearing boss or i302; 25, which is preferably pr vic ed with a bronze bushing Each cylinder oi the engine is with a double terminal spark Dil 29, o e

of said plugs being shown in section in Fig. l, and the two sparking te one for the high tension magneto other for the coil system, are dosignatec re spectively 2-9, 29, connection being ed with the sparking terminals by means of suitable binding screws as shown.

The electrical connections are shown in the diagram l, in which is represented four coil units 27, four engi es 28, with their spark plugs 29, a switch 30, and the battery 81, low tension magneto 32, and high tension magneto The switch 30, wlnch is to be mounted on the dash board, or other convenient part of the car, comprises a base board 35, a switch lever 36, and contacts; 37, 38, 39, 40, ll, the first named being the pivoted bearing of the lever and in circuit with the primary leading to the spark coils and thence through the timer to ground. Contact 3?, leads to one pole or he battery '31, the other pole of which leads to grounail. Contact 38, leads to the low tension magneto 132, thence to ground. Contact is simply neutral, and when the switch lever is thereon, the low tension magneto and battery are .cut out. Under such last named conditions, the high tension magneto is in circuit through its timer with one terminal of each of the spark plugs of the engines, and thence :to ground. The circuit of the low tension magneto is by a line 46, from the low tension magneto to contact 88, thence by switch lever 36, to contact 36', thence by a line 47, to a point 48, where the tour ends of the primary wires of the tour coils 27, in ct, thence by four wires 43, to the timer 10, and through the shaft of the timer to ground by line 50, and from ground to the low tension magneto by the line 51. The battery circuit,

starting at ground, is by line 52, to battery 31, thence by line 53, to contact 37, through sion magneto 93, are through the roar ines 56, to the spark plugs :29, and thro K 1 the cylinders to ground. It short circuit for the high sioli magneto is provided by way of a to conta lever 36, to a sp ig tongue 4h), thence to contact V, and thence to I The parts being constructed and ar anged as above described, operate in the 'l'ollon 40, b swi tch turned tact This places the low tension magneto 33, in circuit with the primary wires oi coils 27, and with timer 10, and the current from the secondary windings of coils 27, will be delivered in succession to the spark plugs 29 of cylinders 28. it the same time, the circuit of the high tension magneto 32, will be closed and as the timer of he latter through the movement "ngarted to it by train of gearing 12, 13, 14-, will be rotated, current will be ClGllVGlGCl from the high tension ma gnet-o to the snark L lugs simultaneously with the delivery taereto of tr e current from low tension magneto.

been started, the s turned to contact the lVhen the car has ,witch lever can then be which will t aw the low tension magne out of circuit with the coils 27, but leave the high tension magneto in circuit to alone supply current to the spark plugs. If desired, th ignition may be QfiGCtGCl by the battery and the hi gh tension magneto by moving the swi'ch lever 36, so as to rest on contact oY, the high tension eto beig at this "pOSltlOIl of the lever in circuit with and also supplying current to tie spark plugs. lVhile current is being supplied to the spark plugs by the battery and the high tension magneto, or by the high tension magneto alone, the current from the low tension magneto may be utilized for lighting purposes. ll hen it desired to stop all supply ot current to the spark plugs it is only necessary to move the switch lever 36 over until it rests on contact 40 at wjiich position it will also touch the spring contact l-9, and thus short circuit the high tension magneto and render it inoperative for the supply of current to the spark plugs.

I claim 1. In a dual ignition system "for internal combustion motors, the combination with a car and an engine and its main shaft, a low tension magneto mounted on said main shaft and a timer receiving motion from said shaft, of a plate or casting extending laterally from the said main shaft and havin a rearward extension, a vertically adjustable platform mounted on said extension, a high tension magneto mounted on said platform and carrying a timer, a train of gearing communicating motion from the shaft of the timer of the low tension magneto to the armature and timer of the high tension magneto, a timing rod carried by the steering shaft of the car and separate rods connecting said timing rod to the timers of the lOW tension magneto and the high tension magneto.

2. In a dual ignition system tor internal combustion motors the combination with a car and an engine and its main shaft, a low tension magneto mounted on said main shaft and a timer receiving motion from said shaft, of a plate or casting extending laterally from the said main shaft and having a rearward extension, a high tension magneto mounted on said extension and carrying a timer, train of gearing communicating motion from the shaft of the timer of the low tension magneto to the armature and timer of the high tension magneto, a timing rod carried by the steering shaft of the car and separate rods connecting said timing rod to the timers of the low tension magneto and the high tension magneto.

8. In a dual ignition system for internal combustion motor cars, the combination with a low tension magneto and its timer adapted to receive motion from the main shaft of the motor of the car and a high tension magneto and its timer geared to the timer of the low tension motor, and a battery, of means for simultaneously adjusting the timers of both said magnetos and a switch adapted to suecessively electrically connect the battery and high tension magneto simultaneously to the spark plugs of the engine, and the low tension magneto and the high tension magneto sinulltaneously to the spark plugs of the engine.

In testimony whereof I afiix my signature in presence of two Witnesses.

EDWARD A. BRIGGS. lVitnesses Mam; Prxrrrr, FRANCIS Pn'rrrr.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

